Power management system for a vehicle, method for managing vehicle power and method for installing a vehicle power management system

ABSTRACT

A power management system is provided for a vehicle having an internal combustion engine adapted to deliver power to vehicle drive wheels for propelling the vehicle and an engine powered component powered by the engine. The system includes a battery, a battery powered component powered by the battery, the battery powered component and the engine powered component being adapted to perform substantially the same functions, and a controller arranged to stop operation of the engine powered component so that additional engine power is available to the drive wheels, and to initiate operation of the battery powered component, when power sought to be delivered to the vehicle drive wheels from the engine reaches a predetermined percentage of maximum engine load.

BACKGROUND AND SUMMARY

The present invention relates to vehicle power management systems and,more particularly, to vehicle power management systems for vehicleshaving at least one engine driven component.

In most motor vehicles driven by internal combustion engines, only afraction of the potential energy available from the fuel is actuallyused to drive the vehicle's drive wheels. Various other components aredriven by the engine and use up some of the energy that would otherwisebe available for driving the drive wheels. In addition, there are lossesdue to incomplete combustion, heat losses, the exhaust system, andfriction. Also, when vehicles travel downhill, a substantial amount ofkinetic energy is wasted because vehicle or engine brakes must be usedto slow the vehicle down.

To illustrate, when a truck with a 350 HP engine is driven with anengine speed of about 1800 RPM is driven uphill and the engine isoperated at its maximum load, typically approximately 50 HP is used tooperate the engine fan, approximately 9 HP is used to operate thealternator, approximately 7 HP is used to operate the air conditionercompressor, and between 7-12 HP is used to operate the brake aircompressor. This means that only about 270 HP of the total 350 HPavailable can be used to drive the vehicle's drive wheels. Often, asubstantially greater fraction of the total available horsepower is notused to drive the vehicle's drive wheels.

When it is desired to slow the vehicle down, or to keep the vehiclewithin a desired speed range when the vehicle is driven downhill, theengine typically operates at substantially less than maximum load. Atthe same time, energy is often wasted to brake the vehicle.

It is desirable to provide a vehicle with a means of using more of itsavailable engine power to drive the drive wheels of the vehicle when theengine is under high load. It is also desirable to provide a vehiclewith a means of using braking energy to power vehicle components thatwould otherwise be powered by the vehicle's internal combustion engine.

In accordance with an aspect of the present invention, a vehicle with apower management system comprises a battery, an internal combustionengine adapted to deliver power to a vehicle load, a battery poweredcomponent powered by the battery, an engine powered component powered bythe engine, the battery powered component and the engine poweredcomponent being adapted to perform substantially the same functions, anda controller arranged to stop operation of the engine powered componentso that additional engine power is available to the vehicle load, and toinitiate operation of the battery powered component, when power soughtto be delivered to the vehicle load from the engine reaches apredetermined percentage of maximum engine load.

In accordance with another aspect of the present invention, a method formanaging power in a vehicle comprises monitoring an amount of powersought to be delivered from the vehicle's engine to a vehicle load,operating an engine powered component powered by the engine when theamount of power sought to be delivered from the vehicle's engine to thevehicle load is no greater than a predetermined percentage of maximumengine load, and stopping operation of the engine powered component sothat additional engine power is available to the vehicle load andoperating a battery powered component powered by a battery and adaptedto perform substantially the same function as the engine poweredcomponent when the amount of power sought to be delivered from thevehicle's engine to the vehicle load exceeds the predeterminedpercentage of maximum engine load.

In accordance with yet another aspect of the present invention, a methodfor making a vehicle with a power management system comprises installingin a vehicle a battery, an internal combustion engine adapted to deliverpower to a vehicle load, a battery powered component powered by thebattery, and an engine powered component powered by the engine, thebattery powered component and the engine powered component being adaptedto perform substantially the same functions. The method also comprisesprogramming a controller to stop operation of the engine poweredcomponent so that additional engine power is available to the vehicleload, and to initiate operation of the battery powered component, whenpower sought to be delivered to the vehicle load from the engine reachesa predetermined percentage of maximum engine load.

In accordance with yet another aspect of the present invention, a powermanagement system is provided for a vehicle having an internalcombustion engine adapted to deliver power to a vehicle load forpropelling the vehicle and an engine powered component powered by theengine. The system comprises a battery, a battery powered componentpowered by the battery, the battery powered component and the enginepowered component being adapted to perform substantially the samefunctions, and a controller arranged to stop operation of the enginepowered component so that additional engine power is available to thevehicle load, and to initiate operation of the battery poweredcomponent, when power sought to be delivered to the vehicle load fromthe engine reaches a predetermined percentage of maximum engine load.

BRIEF DESCRIPTION OF THE DRAWINGS

The features and advantages of the present invention are well understoodby reading the following detailed description in conjunction with thedrawing in which like numerals indicate similar elements and in which:

FIG. 1 is a schematic view of a vehicle with a power management systemaccording to an embodiment of the present invention; and

FIG. 2 is a schematic view of a vehicle with a power management systemaccording to another embodiment of the present invention.

DETAILED DESCRIPTION

A vehicle 21 with a power management system is shown in FIG. 1. Thevehicle 21 comprises an internal combustion engine 23 adapted to deliverpower to vehicle drive wheels 25 in a conventional manner, e.g., throughconnection through a driveshaft 27, for propelling the vehicle. It ispresently believed that the engine 23 can be any type of internalcombustion engine, however, it is anticipated that the present inventionwill be particularly useful in connection with diesel engines. Thevehicle 21 also comprises an engine powered component 29, such as a fan31, powered by the engine 23, such as via a drive connection such as apulley and belt arrangement. The engine powered component 29 may be someother device, such as a power take-off (PTO) device. The engine poweredcomponent 29 may also be a plurality of devices that perform one or aplurality of functions.

The power management system of the vehicle 21 comprises a battery 35 anda battery powered component 37 that performs the same or substantiallythe same function as the engine powered component 29. For example, ifthe engine powered component 29 is a fan 31 (or fans), the batterypowered component 37 can also be a fan 39 (or fans). In many vehicles,battery powered fans 39 might be mounted on a pre-existing fan mountingcross-over bar assembly.

The power management system of the vehicle 21 also comprises acontroller 41 arranged to stop the engine powered component 29, such asby disengaging the drive connection between the engine powered componentand the engine 23, so that additional engine power is available to thedrive wheels 25, and to initiate operation of the battery poweredcomponent 37, 35, when power sought to be delivered to the vehicle drivewheels from the engine reaches a predetermined percentage of maximumengine load. Maximum engine load is a substantially constant value foreach engine, although it will typically differ from engine type toengine type, and may include variations within an engine type. Theamount of power sought to be delivered to the vehicle drive wheels 25from the engine 23 can be determined in any conventional fashion, suchas mathematically using various inputs, by sensing load with a loadsensor 43, such as a throttle position sensor, a manifold pressuresensor, a mass airflow sensor positioned to sense air flowing into oneor more cylinders of the engine 23, or the amount of fuel delivery.

The controller 41 can be arranged, e.g., programmed, to stop operationof the engine powered component 29, and to initiate operation of thebattery powered component 37, 35, when the power sought to be deliveredto the vehicle drive wheels 25 from the engine 23 is the predeterminedpercentage, such as at least as great as about 90% and possibly as highas 100%, of maximum engine load. This type of high loading may occur,for example, when the vehicle is accelerating onto a highway or to passanother vehicle, when it is going uphill, or in stop-and-go traffic.

In the embodiment of FIG. 1, the battery powered component 37 and theengine powered component 29 each comprise at least one fan 39 and 31,respectively, which is used to cool at least one of engine coolant, airconditioning coolant, and air for a charge air cooler. Where the enginepowered component 29 comprises one or more components, such as one ormore engine-driven fans 31 for a separate engine coolant radiator 45,air conditioning coolant radiator 47, and charge air cooler air radiator49, a corresponding number of battery powered components 37 or adifferent number of battery powered components may be used.

In FIG. 1, one or a bank of a plurality, e.g., three, six, nine, etc.battery powered fans 39 a-39 c can be used to replace a singleengine-driven fan 31. For example, in some circumstances, it may bedesirable to operate two battery operated fans 39 a to replaceengine-driven fan 31 while, in other circumstances, it may be desirableto operate only one of the two battery operated fans. The controller 41can be arranged to initiate operation of an appropriate number of, andappropriate ones of, the battery operated fans 39 a-39 c depending uponinputs from various sensors (not shown) that can be provided with thevehicle. For example, a sensor may indicate that battery power is belowa certain level and, if an engine-driven fan 31 for an air conditioningcoolant radiator 47 is disengaged from being driven by the engine 23,the controller 41 may refrain from initiating operation of one or moreof the counterpart battery operated fans 39 a, 39 b, 39 c.

Of course, particularly in the case of fans, there may be circumstanceswhere operation of an engine powered component 29 may be suspended,e.g., the drive connection between the engine 23 and the fan 31 may bedisengaged, and where it is not necessary to initiate operation of acounterpart battery operated component 37. This may be the case where,for example, the vehicle 21 is moving at a certain speed and, as aresult, air flows through a radiator core without the need for a fan.This may also be the case where, for example, the vehicle 21 is warmingup and it is not yet necessary to cool the coolant.

The power management system of the vehicle 21 may also comprise aregenerative braking arrangement 51 associated with at least one of theengine and a vehicle braking arrangement for converting mechanicalenergy into electrical energy and charging the battery. In theembodiment of FIG. 1, which is merely illustrative of a conventionalform of regenerative braking arrangement 51, the vehicle 21 comprises aregenerative braking arrangement comprising a traction motor 53, thebattery 35, a generator motor 55, and a planetary gearset 57. Thevehicle 21 can be operated as an electric vehicle when the tractionmotor 53 draws energy from the battery 53 to turn the drive wheels 25without using the internal combustion engine 23, such as to propel thevehicle at low speeds. Alternatively, the vehicle 121 may be of the typethat does not have any fully electric vehicle mode of operation, such asis shown in FIG. 2.

With reference to the embodiment of FIG. 1, when the vehicle is operatedat moderate speeds or loads, it can be operated in a positive split modein which the engine 23 and the traction motor 53 and generator motor 55can be used to turn the drive wheels 25. The generator motor 55 producesenergy from the engine's 23 output, and this energy can be used tocharge the battery 35 or power the traction motor 53. In high loadsituations, the regenerative braking arrangement 51 can be operated in anegative split mode in which power from the engine 23 is transferred tothe vehicle drive wheels 25 through the planetary gearset 57, thegenerator motor 55 can be operated to reduce the speed of the engine 23,and the traction motor 53 can be used as a generator to provide power tothe generator motor. In addition to or instead of using energy from thebattery 35 to operate the generator motor 55, at certain, generallyhigh, loads the battery can be used to power the battery poweredcomponent 37. Also, at high loads, it may be desirable to deliver onlypower from the engine 23 to the vehicle drive wheels 25 and provide nopower from the regenerative braking arrangement 51 to the vehicle drivewheels. Instead, all power from the battery 35 can be used to operatethe battery powered component 37 instead of using any engine power tooperate the engine driven component 29.

The controller 41 can be arranged to initiate operation of theregenerative braking arrangement 51 to charge the battery 35 when thepower sought to be delivered to the vehicle drive wheels 25 from theengine 23 is below a second predetermined percentage of maximum engineload. The second predetermined percentage will ordinarily be less than100% of maximum engine load, and usually only when the vehicle isoperated at moderate or low speeds or loads and only a moderate or lowamount of total available power is needed to be delivered to the vehicledrive wheels from the engine.

The controller 41 will ordinarily be arranged to initiate and stopoperation of the engine powered component 29, to initiate and stopoperation of the battery powered component 37, 35, and to initiate andstop operation of the regenerative braking arrangement to charge thebattery and to draw power from the battery. Ordinarily, these tasks willbe performed with a view toward optimizing fuel economy and powerconsumption, and as a function of the amount of power sought to bedelivered to the drivewheels 25 (or other equipment such as powertake-off equipment). For example, when less than some predeterminedpercentage of maximum engine load is sought to be delivered to the drivewheels, it may be useful to alternate between operating the enginepowered component 29 and the battery powered component 37, and betweencharging or draining the battery 35, or neither charging nor drainingit. When some other, lower predetermined percentage of maximum engineload is sought to be delivered to the drivewheels 25, the controller 41can be arranged to tend to operate the engine powered component 29 andrecharge the battery 35 more frequently, and operate the battery poweredcomponent 37 less frequently, than when some higher predeterminedpercentage of maximum engine load is sought to be delivered to thedrivewheels. Other factors, such as engine and cabin temperature,ambient temperature, optimizing performance of emissions controlequipment, cabin fan speed, battery voltage, temperature, and health,combustion air temperature, air compressor status, vehicle speed, keyoff cooldown command to engine, humidity and the like may also orinstead be considered when the controller determines when the tasks willbe performed.

When the power sought to be delivered to the vehicle drive wheels 25from the engine 23 is below certain percentages of maximum engine load,the controller 41 can be arranged to initiate and, if appropriate, stopoperation of the engine powered component 29, to stop operation of thebattery powered component 37, and to initiate operation of theregenerative braking arrangement 51 for charging the battery 35. Forexample, this might be the default mode when the vehicle 21 is goingdownhill, or when the power sought to be delivered to the vehicle drivewheels is at or below, for example, about 10% of maximum engine load,although these operating conditions might be appropriate atsubstantially higher percentages of maximum engine load. While, in sucha situation, the engine powered component 29 would ordinarily be poweredby the engine 23, it may be appropriate to turn off the engine poweredcomponent in some circumstances, such as when the engine poweredcomponent is a fan 31 and the vehicle is moving at a sufficiently highrate of speed that air coming through the engine grill is sufficient forcooling.

The vehicle 21 can comprise an additional engine powered component 59powered by the engine 23. The additional engine powered component 59 maybe any type of component ordinarily powered by the engine 23, such as apower take-off (PTO) for operating auxiliary equipment such as cementmixers and the like. While, often, operation of certain additionalengine powered components 59 such as PTOs will have priority overoperation of other engine powered components, the controller 41 cannonetheless be arranged to stop operation of any additional enginepowered component 59 so that, for example, additional engine power isavailable to the drive wheels when power sought to be delivered to thevehicle drive wheels 25 from the engine 23 reaches a secondpredetermined percentage of maximum engine load, or so that additionalengine power is available to the PTO when power sought to be deliveredto the PTO reaches some predetermined percentage of maximum engine load,etc.

The second predetermined percentage of maximum engine load willordinarily be less than the first predetermined percentage of maximumengine load. For example, when only the first engine powered component29 is being powered by the engine 23, the controller 41 might bearranged to stop operation of the first engine powered component whenthe percentage of power sought to be delivered to the vehicle wheels 23reaches or exceeds about 90% of maximum available power. When the firstand second engine powered components 29 and 59 are being powered by theengine 23, the controller 41 might be arranged to stop operation of thesecond engine powered component when the percentage of power sought tobe delivered to the vehicle wheels 23 reaches or exceeds about 80% ofmaximum vehicle power. In this way, the first engine powered component29 may still be operated up to the point where the percentage of powersought to be delivered to the vehicle wheels 23 reaches or exceeds about90% of maximum engine load. The second engine powered component 59 maybe of a type that can be switched to operation under power of thebattery 35; there may be a second battery powered component (not shown)that can perform substantially the same function as the second enginepowered component; or the function performed by the second enginepowered component may simply not be performed once the controller stopsits operation. Alternatively, the first engine powered component 29 maybe disengaged and operation of the second engine powered component 59may continue uninterrupted, as may be desirable when, for example, thesecond engine powered component is a PTO, such as a cement mixer.

In addition to being arranged to stop operation of the additional enginepowered component 59 when power sought to be delivered to the vehicledrive wheels 23 from the engine reaches the second predeterminedpercentage of maximum engine load, or as an alternative to such anapproach, the controller 41 can be arranged to permit initiation ofoperation of the second engine powered component when the amount ofpower sought to be delivered from the vehicle's engine to the secondengine powered component is no greater than a third predeterminedpercentage of maximum engine load. This third predetermined percentageof maximum engine load can be different than the first and secondpredetermined percentages of maximum engine load. It will be appreciatedthat references to “first”, “second”, “third”, etc. predeterminedpercentages of maximum engine load are merely provided for reference anddo not necessitate that the power management system be provided withoperational modes involving all three or more percentages, i.e.,reference here to the third predetermined percentage does notnecessitate that the controller also control operation of anything basedon a second predetermined percentage of maximum engine load.

For example, the controller 41 can be arranged to permit initiation ofoperation of the second engine powered component 59 when it will draw nomore than, say, 50% of maximum available engine load. In this way,availability of power to continue operation of other engine poweredcomponents 29 can be substantially ensured whenever the second enginepowered component 59 is in use. This operating mode may be useful, forexample, when the vehicle 21 is operating in a mode in which it is notpossible to charge the battery 35 using the regenerative brakingarrangement 51 yet it is still necessary to power components such asfans 31 to cool the engine. The controller 41 may, for example, bearranged to initiate operation the second engine powered component 59only when no power is delivered from the vehicle's engine to thevehicle's drive wheels 23, such as might be appropriate for certain PTOapplications to manage under-hood temperatures.

Referring now to FIG. 2, which shows a vehicle 121 similar to thevehicle 21, except having no hybrid vehicle-type regenerative brakingarrangement, the engine 123 can drive a first engine powered component129 such as a fan 131 for cooling the engine coolant radiator 145, theair conditioning coolant radiator 147, and charge air cooler airradiator 149. When a load sensor 143 senses that more than somepredetermined percentage of maximum engine load is sought to bedelivered to the drivewheels 125, it can send a signal to the controller141 to disengage the first engine powered component 129. The controller141 can then initiate operation of one or more corresponding batterypowered components 137 under battery power, such as one or more fans139, such as a battery powered coolant radiator fan 139 a, a batterypowered A/C fan 139 b, and/or a Battery powered CAC fan 139 c so thatthe function performed by the engine powered component 129 continues tobe performed by battery powered components 137.

In a conventional manner, the engine 123 can also drive an alternator155 that can power various electronic components, and that can be usedto recharge the battery 135. At high engine loads, electrical componentsthat would ordinarily receive electrical power from the alternator 155when it is driven by the engine 123 can instead be powered by thebattery 135. It will be appreciated that the presence of a hybrid drivearrangement as in FIG. 1 does not preclude the presence of an alternatorarrangement as in FIG. 2.

Referring now to FIG. 1, a method for managing power in the vehicle 21can comprise monitoring an amount of power sought to be delivered fromthe vehicle's engine 23 to the vehicle's drive wheels 25. The enginepowered component 29 can be operated only when the amount of powersought to be delivered from the vehicle's engine 23 to the vehicle'sdrive wheels 25 is no greater than a predetermined percentage of maximumengine load. Operation of the engine powered component 29 can be stoppedso that additional engine 23 power is available to the drive wheels 25and operation can be initiated of a battery powered component 37 poweredby a battery 35 and that is adapted to perform substantially the samefunction as the engine powered component when the amount of power soughtto be delivered from the vehicle's engine to the vehicle's drive wheelsexceeds the predetermined percentage of maximum engine load.

The regenerative braking arrangement 51 can be operated to charge thebattery 35 when the amount of power sought to be delivered from thevehicle's engine 23 to the vehicle's drive wheels 25 is no greater thanthe predetermined percentage of maximum engine load. The regenerativebraking arrangement 51 can be operated to charge the battery 35 when theamount of power sought to be delivered from the vehicle's engine 23 tothe vehicle's drive wheels 25 is no greater than a second predeterminedpercentage of maximum engine load lower than the first predeterminedpercentage of maximum engine load. For example, operation of the batterypowered component 29 may be stopped when the amount of power sought tobe delivered to the vehicle's drive wheels 25 from the engine 23 reachesor exceeds about 90% of maximum vehicle power, while operation of theregenerative braking arrangement 51 may be stopped when the amount ofpower sought to be delivered to the vehicle's drive wheels from theengine reaches or exceeds about 80% of maximum vehicle power. Of course,the regenerative braking arrangement 51 may be operated up to the pointwhere the amount of power sought to be delivered to the vehicle drivewheels reaches the first predetermined percentage of maximum vehiclepower.

When the amount of power sought to be delivered from the vehicle'sengine 23 to the vehicle's drive wheels 25 is no greater than thepredetermined percentage of maximum engine load, the controller 41 canbe arranged to alternate between operating the engine powered component29 and operating the battery powered component 27 as a function offactors including optimal fuel economy and the amount of power sought tobe delivered to the vehicle drive wheels from the engine. For example,when the battery 35 is fully charged, it may be more advantageous forthe controller 41 to be arranged to operate the battery poweredcomponent 27 even though the amount of power sought to be delivered fromthe vehicle's engine 23 to the vehicle's drive wheels 25 is less thanthe predetermined percentage of maximum engine load.

An additional engine powered component 59 can be operated when theamount of power sought to be delivered from the vehicle's engine 23 tothe vehicle's drive wheels 25 is no greater than a predeterminedpercentage of maximum engine load. Operation of the additional enginepowered component 59 can be stopped so that additional engine power isavailable to the drive wheels 25 when the amount of power sought to bedelivered from the vehicle's engine 23 to the vehicle's drive wheelsexceeds a second predetermined percentage of maximum engine load. Thesecond predetermined percentage of maximum engine load is typically, butnot necessarily, different than the first predetermined percentage ofmaximum engine load and typically, but not necessarily, less than thefirst predetermined percentage of maximum engine load. Instead ofstopping operation of the additional engine powered component 59, thecontroller 41 can be arranged to stop operation of the first enginepowered component 29. This may be desirable, for example, when theadditional engine powered component 59 is a PTO and stopping itsoperation would have significant detrimental effects.

An amount of power sought to be delivered from the vehicle's engine 23to the second engine powered component 59 can be monitored, and thesecond engine powered component can be operated when the amount of powersought to be delivered from the vehicle's engine to the second enginepowered component is no greater than a second predetermined percentageof maximum engine load. For example, where the second engine poweredcomponent 59 is a PTO, the controller 41 can be arranged to permitinitiation of operation of the PTO up to the second predeterminedpercentage of maximum engine load, such as 50%. Operation of the firstengine powered component 29 can be stopped so that additional enginepower is available to the second engine powered component, and the firstbattery powered component 35 can be operated when the amount of powersought to be delivered from the vehicle's engine 23 to the second enginedriven component 59 exceeds the second predetermined percentage ofmaximum engine load. For example, in some circumstances, it might bedesirable to operate the second engine powered component 59, such as aPTO, in favor of operation of the first engine powered component 29,such as the fan 31.

A vehicle 21 with a power management system according to the presentinvention can be manufactured as part of an integrated productionoperation or as an aftermarket retro-fit. According to a method formaking the vehicle 21 with a power management system, the battery 35, aninternal combustion engine 23 adapted to deliver power to vehicle drivewheels 25 for propelling the vehicle, a battery powered component 37powered by the battery, and an engine powered component 29 powered bythe engine are all installed in the vehicle. The battery poweredcomponent 37 and the engine powered component 29 are adapted to performsubstantially the same functions. The controller 41 is programmed tostop operation of the engine powered component 29 so that additionalengine 23 power is available to the drive wheels 25, and to initiateoperation of the battery powered component 37, when power sought to bedelivered to the vehicle drive wheels from the engine reaches apredetermined percentage of maximum engine load. The battery 35 and/orthe battery powered component 37 can be installed subsequent toinstalling the engine 23 and the engine powered component 29, i.e., in avehicle retro-fit operation, or as part of an integrated productionoperation. The battery 35 may be installed as part of an integratedproduction operation or as part of a retrofit with the battery poweredcomponent 37. Similarly, the controller 41 can be installed and/orprogrammed at the same time as subsequent to installing the engine 23and the engine powered component 29. The controller 41 may be speciallyadapted for the vehicle power management system and may be installedwith the battery 35 and/or the battery powered component 37, or it maybe a programmable controller that is present in the vehicle regardlesswhether the vehicle has a power management system according to thepresent invention, and/or it may be programmable for use with the powermanagement system upon installation of other components such as thebattery powered component 37 and/or the battery 35.

At a more fundamental level, a power management system for a vehicle 21can comprise a battery 35, a battery powered component 37 powered by thebattery, and a controller 41. The battery powered component 37 isadapted to perform substantially the same function as an engine poweredcomponent 29. The controller 41 is arranged to stop operation of theengine powered component 29 so that additional engine 23 power isavailable to drive wheels 25 of the vehicle, and to initiate operationof the battery powered component 37, when power sought to be deliveredto the vehicle drive wheels from the engine reaches a predeterminedpercentage of maximum engine load. The power management system can alsoinclude a regenerative braking arrangement 51 associated with at leastone of the engine 23 and a vehicle braking arrangement, which mayinclude a traction motor 53, for converting mechanical energy intoelectrical energy and charging the battery 35. The controller 41 can bearranged to initiate operation of the regenerative braking arrangement51 to charge the battery 35 when the power sought to be delivered to thevehicle drive wheels 25 from the engine 23 is below a secondpredetermined percentage of maximum engine load. The secondpredetermined percentage of maximum engine load may be the same as thefirst predetermined percentage of maximum engine load, however, it willordinarily be different, and will ordinarily be lower.

By appropriately utilizing the vehicle power management system,additional power can be made available to the vehicle drive wheels 25during high load periods, such as when the vehicle is going up a hill.In addition, otherwise wasted energy can be recovered throughregenerative braking and can be used to power the vehicle 21 or batterypowered components of the vehicle. The power management system canassist in getting vehicles to move and in keeping vehicles moving atdesired speeds by providing additional power to keep them up to speedand by withdrawing energy to keep them from going too fast. Operatingcomponents using battery power stored through regenerative braking canresult in fuel savings, as well. While it is presently contemplated thatthe power management system will be of particular use in providing powerfor battery driven components of the vehicle 21 other than the drivewheels 25, such as fans 39, the power management system can also be usedas part of a conventional hybrid vehicle, such as to supplement internalcombustion engine 23 power efficiency.

In the present application, the use of terms such as “including” isopen-ended and is intended to have the same meaning as terms such as“comprising” and not preclude the presence of other structure, material,or acts. Similarly, though the use of terms such as “can” or “may” isintended to be open-ended and to reflect that structure, material, oracts are not necessary, the failure to use such terms is not intended toreflect that structure, material, or acts are essential. To the extentthat structure, material, or acts are presently considered to beessential, they are identified as such.

While this invention has been illustrated and described in accordancewith a preferred embodiment, it is recognized that variations andchanges may be made therein without departing from the invention as setforth in the claims.

What is claimed is:
 1. A vehicle with a power management system,comprising: a battery; an internal combustion engine adapted to deliverpower to a vehicle load; a battery powered component powered by thebattery; an engine powered component powered by the engine, the batterypowered component and the engine powered component being adapted toperform substantially the same functions; a controller arranged to stopoperation of the engine powered component so that additional enginepower is available to the vehicle load, and to initiate operation of thebattery powered component, when power sought to be delivered to thevehicle load from the engine reaches a predetermined percentage ofmaximum engine load; and a second engine powered component powered bythe engine, the controller being arranged to permit initiation ofoperation of the second engine powered component when the amount ofpower sought to be delivered from the vehicle's engine to the secondengine powered component is no greater than a second predeterminedpercentage of maximum engine load, the controller being arranged to stopoperation of the engine powered component so that additional enginepower is available to the second engine powered component and to operatethe battery powered component when the amount of power sought to bedelivered from the vehicle's engine to the second engine drivencomponent exceeds the second predetermined percentage of maximum engineload, wherein the battery powered component and the engine poweredcomponent are each auxiliary components.
 2. The vehicle with a powermanagement system as set forth in claim 1, wherein the controller isarranged to stop operation of the engine powered component, and toinitiate operation of the battery powered component, when the powersought to be delivered to the vehicle load from the engine is at leastas great as about 90% of maximum engine load.
 3. The vehicle with apower management system as set forth in claim 1, wherein the controlleris arranged to stop operation of the engine powered component, and toinitiate operation of the battery powered component, when the powersought to be delivered to the vehicle load from the engine reaches 100%of maximum engine load.
 4. The vehicle with a power management system asset forth in claim 1, comprising a load sensor arranged to send a signalto the controller corresponding to the power sought to be delivered tothe vehicle load from the engine.
 5. The vehicle with a power managementsystem as set forth in claim 1, wherein the battery powered componentand the engine powered component each comprise at least one fan.
 6. Thevehicle with a power management system as set forth in claim 5, whereinthe at least one fan of each of the battery powered component and theengine powered component is used to cool at least one of engine coolant,air conditioning coolant, and coolant for a charge air cooler.
 7. Thevehicle with a power management system as set forth in claim 6, whereinthe at least one fan of each of the battery powered component and theengine powered component is used to cool each of engine coolant, airconditioning coolant, and coolant for a charge air cooler.
 8. Thevehicle with a power management system as set forth in claim 7,comprising at least one radiator for cooling engine coolant, at leastone radiator for cooling air conditioning coolant, and at least oneradiator for cooling charge air cooler coolant.
 9. The vehicle with apower management system as set forth in claim 7, comprising at least onefan for cooling engine coolant, at least one fan for cooling airconditioning coolant, and at least one fan for cooling charge air coolercoolant.
 10. The vehicle with a power management system as set forth inclaim 1, comprising a regenerative braking arrangement associated withat least one of the engine and a vehicle braking arrangement forconverting mechanical energy into electrical energy and charging thebattery.
 11. The vehicle with a power management system as set forth inclaim 10, wherein the controller is arranged to initiate and stopoperation of the engine powered component, to initiate and stopoperation of the battery powered component, and to initiate and stopoperation of the regenerative braking arrangement for charging thebattery.
 12. The vehicle with a power management system as set forth inclaim 10, wherein the controller is arranged to alternate betweeninitiating and stopping operation of the engine powered component, andbetween initiating and stopping operation of the battery poweredcomponent, when the power sought to be delivered to the vehicle loadfrom the engine is below the first predetermined percentage of maximumengine load.
 13. The vehicle with a power management system as set forthin claim 12, wherein the controller is arranged to alternate betweeninitiating and stopping operation of the regenerative brakingarrangement for charging the battery when the power sought to bedelivered to the vehicle load from the engine is below the firstpredetermined percentage of maximum engine load.
 14. The vehicle with apower management system as set forth in claim 13, wherein the controlleris arranged to initiate and stop operation of the engine poweredcomponent, initiate and stop operation of the battery powered component,and initiate and stop operation of the regenerative braking arrangementfor charging the battery as a function of factors including optimal fueleconomy and the amount of power sought to be delivered to the vehicleload from the engine.
 15. The vehicle with a power management system asset forth in claim 10, wherein the controller is arranged to initiateand stop operation of the engine powered component, to stop operation ofthe battery powered component, and to initiate operation of theregenerative braking arrangement for charging the battery when the powersought be delivered to the vehicle load from the engine is below a thirdpredetermined percentage of maximum engine load.
 16. The vehicle with apower management system as set forth in claim 15, wherein the thirdpredetermined percentage is less than 100% of maximum engine load. 17.The vehicle with a power management system as set forth in claim 1,wherein the controller is arranged to stop operation of the additionalengine powered component so that additional engine power is available tothe vehicle load when power sought to be delivered to the vehicle loadfrom the engine reaches a third predetermined percentage of maximumengine load.
 18. The vehicle with a power management system as set forthin claim 17, wherein the predetermined percentage of maximum engine loadis different than the third predetermined percentage of maximum engineload.
 19. The vehicle with a power management system as set forth inclaim 1, wherein the second predetermined percentage of maximum engineload is different than the first predetermined percentage of maximumengine load.
 20. The vehicle with a power management system as set forthin claim 1, wherein the controller is arranged to initiate operation ofthe second engine powered component only when no power is delivered fromthe vehicle's engine to the vehicle load.
 21. The vehicle with a powermanagement system as set forth in claim 1, wherein the second enginepowered component comprises a power take off.
 22. The vehicle with apower management system as set forth in claim 1, wherein the vehicleload comprises vehicle drive wheels for propelling the vehicle.
 23. Amethod for managing power in a vehicle, comprising: monitoring an amountof power sought to be delivered from the vehicle's engine to a vehicleload; operating an engine powered component powered by the engine whenthe amount of power sought to be delivered from the vehicle's engine tothe vehicle load is no greater than a predetermined percentage ofmaximum engine load; stopping operation of the engine powered componentso that additional engine power is available to the vehicle load andoperating a battery powered component powered by a battery and adaptedto perform substantially the same function as the engine poweredcomponent when the amount of power sought to be delivered from thevehicle's engine to the vehicle load exceeds the predeterminedpercentage of maximum engine load; operating a second engine poweredcomponent powered by the engine when the amount of power sought to bedelivered from the vehicle's engine to the vehicle load is no greaterthan a second predetermined percentage of maximum engine load; operatinga regenerative braking arrangement to Charge the battery when the amountof power sought to be delivered from the vehicle's engine to the vehicleload is no greater than the predetermined percentage of maximum engineload; and operating the regenerative braking, arrangement to charge thebattery When the amount of power sought to be delivered from thevehicle's engine to the vehicle load is no greater than a thirdpredetermined percentage of maximum engine load that is lower than thefirst predetermined percentage of maximum engine load, wherein thebattery powered component and the engine powered component are eachauxiliary components.
 24. A method for managing power in a vehicle,comprising: monitoring an amount of power sought to be delivered fromthe vehicle's engine to a vehicle load; operating an engine poweredcomponent powered by the engine when the amount of power sought to bedelivered from the vehicle's engine to the vehicle load is no greaterthan a predetermined percentage of maximum engine load; stoppingoperation of the engine powered component so that additional enginepower is available to the vehicle load and operating a battery poweredcomponent powered by a battery and adapted to perform substantially thesame function as the engine powered component when the amount of powersought to be delivered from the vehicle's engine to the vehicle loadexceeds the predetermined percentage of maximum engine load; operating asecond engine powered component powered by the engine when the amount ofpower sought to be delivered from the vehicle's engine to the vehicleload is no greater than a second predetermined percentage of maximumengine load; and stopping operation of the engine powered component sothat additional engine power is available to the second engine poweredcomponent and operating the battery powered component when the amount ofpower sought to be delivered from the vehicle's engine to the secondengine driven component exceeds the second predetermined percentage ofmaximum engine load, wherein the battery powered component and theengine powered component are each auxiliary components.
 25. The methodfor managing vehicle power as set forth in claim 24, comprisingoperating a regenerative braking arrangement to charge the battery whenthe amount of power sought to be delivered from the vehicle's engine tothe vehicle load is no greater than the predetermined percentage ofmaximum engine load.
 26. The method for managing vehicle power as setforth in claim 24, comprising alternating between operating the enginepowered component and operating the battery powered component when theamount of power sought to be delivered from the vehicle's engine to thevehicle load is no greater than the predetermined percentage of maximumengine load as a function of factors including optimal fuel economy andthe amount of power sought to be delivered to the vehicle load from theengine.
 27. The method for managing vehicle power as set forth in claim24, comprising stopping operation of the second engine powered componentso that additional engine power is available to the vehicle load whenthe amount of power sought to be delivered from the vehicle's engine tothe vehicle load exceeds the second predetermined percentage of maximumengine load.
 28. The method for managing vehicle power as set forth inclaim 27, wherein the second predetermined percentage of maximum engineload is different than the first predetermined percentage of maximumengine load.
 29. The method for managing vehicle power as set forth inclaim 24, wherein the second predetermined percentage of maximum engineload is different than the first predetermined percentage of maximumengine load.
 30. The method for managing vehicle power as set forth inclaim 24, comprising operating the second engine powered component whenno power is delivered from the vehicle's engine to the vehicle load. 31.The method for managing vehicle power as set forth in claim 24, whereinthe vehicle load comprises vehicle drive wheels for propelling thevehicle.